Motor-vehicle.



Patented May 6, I902.

H. P. MAXIM.

MOTOR VEHICLE.

(Application filed June 3, 1896. Renewed Aug. 18, 1899.)

(No Model.)

0. wow-mus. wAsmquToN, o. c.

Patented May 6, I902.

H. P. MAXIM. MOTOR VEHICLE. (Application filed June 3, 1896. Renewed Aug 18, 1899.)

6 Sheets-Sheet 2.

(No Model.)

- Patented May 6, I902; H. P. MA'XIM.

MOTOR VEHICLE.

(Application filed June a, 1896. Renewed Aug. 16, 1999.

6 Sheets-Sheet 3 (No Mod ei.)

No. 699,543. Patented May 6, I902.

H. P. MAXIM.

MOTOR VEHICLE.

(Application filed June 3, 1896. Renewed Aug. 18, 1899.] (No Model.) 6 Sheets-Sheet 4.

Patented May 6, I902.

' H. P. MAXIM.

MOTOR VEHICLE.

(Application filed June 3, 1896. Renewed Aug. 18, 1899.)

6 Sheets-Sheet 5.

(No Model.)

me norms FETERS co, momurna, WASHINGTON n, c.

Patented May 6, I902.

H. P. MAXIM.

MOTOR VEHICLE.

(Application filed June 8, 1896. Renewed Aug. 18, 1899.)

6 Sheets-Sheet 6.

(No Model.)

H ,4 ARM UNITED STATE PATENT OFFICE.

HIRAM PERCY MAXIM, OFIIARTFORD, CONNECTICUT, ASSIGNOR, BY MESNE ASSIGNMENTS, TO ELECTRIC VEHICLE COMPANY, OF JERSEY CITY, NEW JERSEY, AND NEIV YORK, N. Y., A CORPORATION OF NEW JERSEY.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent N 0. 699,543, dated May 6, 1902.

Application filed June 3, 1896. Renewed August 18, 1899. Serial No. 727,703. (No model.)

To all whom it may concern; ducing the liability to skidding of thewheels Be it known that I, HIRAM PERCY MAXIM, or to possible breakdowns in turning sharp a citizen of the United States, residing in the corners at a high rate of speed and to improvcity and county of Hartford, in the State of ing generally the supports and bearings for Connecticut, have invented certain new and these wheels; fifth, to the means for supportuseful Improvements in Motor-Vehicles, of ing the front axle, and, sixth, to the construcwhich the following is a specification, refertion and arrangement of the gearing for transence being had to the accompanying drawmitting power from the motor to the rear ings, forming a part hereof, and for which wheels of the vehicle, the object being to take [0 Letters Patent have been granted as follows, up the efiect of the oscillations of the body to wit: of Belgium, No. 129,469, date of filing of the vehicle or of such portion thereof as July let, 1897, date of issue July 31, 1897, of supports the motor with respect to the wheels. France, No. 268,716, date of filing July 13, Otherfeaturesofimprovementwillbepoint- 1897, date of issue November 12, 1897, and of ed out hereinafter. :5 Great Britain, Nos. 15,949, 15,950, 15,951, and It will be understood, of course, that all of 15,952, all dated July 5, 1897. the various features of improvement are not This invention relates in general to the connecessarily employed together in a single struction of motor-vehicles of that class which structure, but may be separately employed are intended for use as road-vehicles or horsein other structures than that represented 20 less carriages; and it has for its object to imherein, if so desired. Furthermore, although prove and perfect the construction of such. I have devised some of these features of imvehicles, so that they shall be better adapted provement with especial reference to their for their intended use. use in a vehicle having a motor of the type Theinventionrelates more especially, first, of the explosive-engine, nevertheless it will 2 5 to means for controlling the speed of the vebe understood that theinvention isindependhicle, whereby the speed thereof above a cerent of the particular kind of motor employed. tain fixed speed is regulated by controlling In the accompanying drawings, wherein I the action of the motor-governor, such fixed haveillustrated practical embodiments of the speed being the lowest at which the motor various features of my invention, Figure 1 is 30 can be efficiently governed,while lower speeds a View, partly in side elevation and partly in are regulated by a controllable speed-changlongitudinal section, of a motor-vehicle having device between the motor and the driving some of my improvements applied thereing-wheels of the vehicle; second, to the mode to, it being understood that other features of support or suspension of the motor, with are omitted or replaced by other devices in 5 the object of preventing the transmission of order to prevent confusion of the drawings. the vibrations set up by the operation of the Fig. 2 is a plan view of the same with the motor to that portion of the vehicle upon carriage box or body removed. Fig. 3 is a which the passengers are seated, and also to front view of the running-gear, illustrating prevent the motor from being affected in any the means for supporting the front axle, the 40 way by the movements of that portion of the means for supporting the front wheels, and a 0 vehicle upon which the passengers are seated portion of the steering mechanism. Fig. 4: is or by variations in the load; third, to the a plan view of the parts shown in Fig. 3. steering mechanism, the object being to ren- Fig. 5 is a partial side View illustrating the der it simple in construction, direct and effimeans for supporting the front wheels with 43 cient in action, and not liable to be affected respect to the front axle. Fig. 6 is a detail 5 by oscillation of the vehicle-body with respect view in section on a plane indicated by the to the running-gear; fourth, to the construcline 6 6 of Fig. 3. Fig. 7 is a detail view, tion and arrangement of the means for suppartly in Vertical section, illustrating amodiporting the front wheels with respect to the fied form of the supporting devices for the 50 front axle or running-gear, with a View to refront wheels. Fig. 8 is asection on the plane indicated by the line 10 10 of Fig. 9. Fig. 9, is a partial view in section on a plane at right angles to that of'Fig. 9, illustrating more clearly a detail of construction. Fig. 10 is a side view of a portion of a wheel and its support, showing a further modification of the construction presented in Figs. 7 and 8.

Referring first to the construction represented in Figs. 1, 2, 3, and 4., it will be seen that the frame of the running-gear comprises, as usual, side bars a a and front and rear cross-bars a a these bars being preferably tubular in construction. The rear cross-bar (t has depending arms or hangers 0. which support the rear axle 0 and the front crossbar a furnishes support for the front axle b in a manner hereinafter described. Between the two side bars a 61. extend usual carriagesprings a which support the carriage box or body at, and carriage-springs M, which support the motor-platform y. The latter is free from the former at all points, and the two are thus supported independently of each other, whereby the vibrations of the motor are prevented from being transmitted to the carriage box or body and the motor is prevented from being affected in any manner by the movements of the carriage box or body. It will be obvious that the springs a are made stiff enough to insure the proper action of the transmitting-gearing between the motor and the driving-wheels.

The front axle b is supportedin such a manner as to be capable of oscillating to a limited extent upon a horizontal pivot, so that the four wheels of the vehicle may be at all times in contact with the ground notwithstanding the inequalities of the surface. I prefer to support the axle as represented in Figs. 3, 4, and 6. As there shown, the axle b is secured in the lower portion of a U- shaped frame or yoke b, which in the upper ends of its arms has bearings b b for a bob 1) in which the front cross-bar a is secured, so that the frame I), and with it the front axle b, can oscillate upon the hub b the axis of which is substantially horizontal and extends from front to rear. Inasmuch as the front wheels are mounted so as to swing with respect to the front axle, the latter is not arranged to swing upon a vertical pivot, but is held from'movement in a horizontal plane by braces 19 b which are secured to the front cross-bar a and extend downward in rear of the front axle, having vertical bearing-faces 19 b against which the front axle is supported and at the same time is free to oscillate in a vertical plane.

Each of the front wheels 0 c is so supported as who capable not only of rotating upon a horizontal or substantially horizontal axis, but also of swinging or oscillating upon a substantially vertical axis -to permit of the turning of the vehicle to one side or the other. This axis of oscillation may be either in the plane of the wheel or at one side of but substantiall y parallel with the plane of the wheel and is preferably in rear of the axis of the wheel and inclined somewhat to the rear of a vertical line, so that as the wheel is turned to one side or the other it shall at the same time be inclined somewhat from a vertical plane, and thus be enabled to withstand better the side strain, which is most serious, especially in a wire wheel. The means for attaching the front wheels to the axle may be variously arranged, and although I prefer on some accounts the construction and arrangement shown in Figs. '7 to 10, inclusive, I will first describe the construction indicated in the general views represented in Figs. 1 and 2 and shown more fully in Figs. 3, 4, and 5. As there represented each end of the front axle is formed with or has secured thereto a yoke b the plane of which is preferably inclined somewhat to the rear, as shown clearly in Fig. 5. Each wheel 0 is mounted upon a stud-axle c, which is secured to or forms a part of a bent arm 0 The latter has pivotstuds 0 which are seated in the arms of the yoke b As the arm a is oscillated upon its pivots it is obvious that the Wheel will be turned or swung to one side or the other and at the same time by reason of the inclination of the pivotal axis will be tipped more or less in one direction or the other, according to the direction and extent of its swinging. It is evident that provision should be made whereby the two wheels shall be oscillated or swung in the same direction at the same time, and it is also desirable that the inside wheel, or the wheel which traverses the arc of the circle of smaller radius in turning a corner, shall be oscillated or swung through a wider angle than the other, so that the tendency of the Wheels to slip upon the ground shall be obviated. At the same time, however, the Wheels are inclined from the vertical in parallel planes, which reduces the liability to breakdown. These results are accomplished by the arrangement presently to be described. The arms 0 are extended to the rear of'the axle Z7 and are connected by links 0 to the steering mechanism, which is disposed between them. As represented in Fig. 6, the yoke or frame 1) has rearwardly-extended arms I), which support a short shaft b latter-has secured thereto an arm 12*, through which connection is established to the handoperated devices carried on the body of the vehicle, and a triangular plate or yoke U, to the opposite corners or extremities of which the links 0 are severally pivoted, as at b and b". It will be readily understood that when the shaft 19 is partially rotated to one side or the other one of the points, as b ,'while moving in the arc of a circle toward the point directly in rear of the axis of the shaft 19 will produce an angularmovemen't of the corresponding arm 0 greater than, the angular movement-of the other arm 0 which is produced by the movement of the point 11 away The from the point directly in rear of the axis of the shaft 5 thereby eifecting the greater angular movement of the inside wheel.

The construction which I have represented in Figs. 7 to 10, inclusive, is preferable to that just described not only on account of its greater strength for the same weight and its neater appearance, but also because itpermits the axis of oscillation of the wheel to lie wholly in the plane of the Wheel itself, thereby reducing to a minimum the liability of the wheel to be thrown to one side or the other when it meets an obstruction in the road and rendering the steering of the vehicle so much the easier, and, further, because while aifording a wide bearing for the wheel it is at once strong, easy of adjustment, and permits oscillation of the wheel through a wide angle. As represented in said figures, the hub c of the wheel is mounted to rotate upon a secondary hub 0 which is preferably in the form of a short section of a tube with relatively thin walls, so as to give a broad surface and also permit oscillation through a wide angle without requiring the parts to be of such large size as to give an undesirable appearance and add largely to the weight. The latter is swiveled or mounted to oscillate upon the end of the axle b by means of a stud 0 which engages the hub c and is received in a suitable head 0 on the end of the shaft 1). A sleeve 0 is mounted to slide upon the shaft 1) and is connected to a projection at one side of the hub c by a suitable link 0 so that as the sleeve is moved longitudinally upon the shaft in one direction or the other the hub 0 will be swung in a corresponding direction, carrying with it the wheel which is mounted thereon. The link 0 is provided with a yoke a to engage the sleeve 0 and is connected to the steering mechanism, as before. In order that the wheel shall tip or incline to one side or the other as it is swung upon its swivelaxis, I prefer to place the stud c in rear of the vertical diameter of the hub c and to incline it rearwardly, as represented in Fig. 10. The respective ends of the two hubs c and c are provided with cooperating antifriction bearing cases and cones and balls 0 or their equivalents, and one end of one of the hubs, as c, is provided with a threaded retainingring, as at 0 which is readily removable to permit the removal of the outer hub from the inner hub and constitute one of the bearings for the balls. In case it should be desired to remove the wheel without disturbing the bearings this can be accomplished by removing the caps o from the holes in the outer hub in line with the stud c and thereafter withdrawing the stud. It is noted also that the hub 0 being constructed for a wire-spoke Wheel is necessarily broad and provided with holes 0 at its ends for attachment of the spokes c It will be obvious that whether the front wheels are supported with respect to the front axle in the manner represented in Fig. 2 or in that represented in Fig. 7 the necessary oscillations of the front axle upon its horizontal pivot will be permitted without interference with the steering mechanism by reason of the interposition of the links 0 0 the connections of the latter at their ends being sufliciently loose to permit the proper amount of play. It will also be evident that sofar as concerns the selection of one form of wheelsupporting devices or the other it is immaterial what means are employed for enabling the operator to effect the desired movements of the short shaft 11 As a convenient means for this purpose I have shown (see Fig. 1) a shaft (1, supported at its rear end by a balland-socket bearing 61, which is carried by a suitable bracket d secured to the carriagebody, and at its forward end by a verticallyslotted bearing d also secured to the carriage-body. The shaft d is provided at its forward end with an arm (1 which is forked, as at 02 to engage the end of the arm 19 The shaft 01 is provided near its rear end with a worm-wheel d", which is engaged by a Worm d of steep pitch on the lower end of a vertical shaft d which is supported in bearings in a suitable bracket d carried by the carriage-body, and is provided at its upper end with a suitable hand-wheel or crank (1 The arrangement of the bearing of the shaft (Z and of its connections with the shaft b at one end and the shaft d at the other permits the several parts to remain in engagement notwithstanding the oscillations of the carriage-body with respect to the running-gear, while the steering of the vehicle is not in any way affected or interfered with.

Having now described the running-gear and steering mechanism of my improved Vehicle, it remains forme to describe the means for propelling the vehicle and the means for regulating and controlling the speed and direction of movement of the vehicle. With the particular kind of motor to be employed my present invention is not directly concerned, and it will be evident that a motor of any approved typesuch as avapor, steam, or electric motor-might be employed. I have, however, merely for the sake of convenience in description, represented the vehicle in the accompanying drawings as equipped with a motor of the general character and construction of that which I have described fully in another application for Letters Patent of the United States, filed March 2, 1896, Serial No.- 581,418, and I do not herein seekto claim any of the features of such motor per se. The shaft e (shown in Figs. 1 and 2) may represent herein the main or driving shaft, to

which movement is imparted by any suitable motor. In order to avoid confusion in the general views represented in Figs. 1 and 2 of the drawings, I have therein shown avery simple form of transmitting mechanism and of regulating and controlling devices. As indicated hereinbefore, the motor and parts immediately connected therewith are mounted upon a platform, which is supported by springs from the runningear independently of the carriage-body. As represented in" Figs. 1; and 2, the driving-shaft e is mounted in suitable bearings in the motor-casing and short shafts e and 6 in line with the main shaft 6, and connected therewith by ahead and backing clutches e and 8 respectively, are supported in suitable brackets or standards erected on the motor-platform. The short shafts e e carry-pinions e e, which mesh,respectively,with gears e e on the shaft 6 which is also supported on the motor-platform. A chain-gear e is fixed on the shaft 6 and through a chain 6 and a suitable gear e on the rear axle a drives the latter. In order that the rear wheels 0 may have acertain independence of movement, I prefer that the gear 2 on the rear axle shall be a balance-gear, such as is shown, for example, in United States Letters Patent to H. M. Pope, No. 373,850, dated November 29, 1887, although the use of such a gear is not essential to the carrying out of my invention. The ahead and backing clutches e and 6 permit the vehicle to be propelled in'either direction at the will of the operator, and in the construction shown in Figs. 1 and 2 each clutch is controlled by arod f or f which is operated-by a cam f or f on a shaft f mounted i'nsuitable bearings on the motor-platform.

At one end the shaft f carries a pinion f (shown in dotted lines in Fig. 2,)-which is engaged by an internal gear-seginentf ,which is pivoted on the motor-platform and is operated, through a link f from a suitable hand-leverf which is mounted on the car riage-body in a convenient position. The usual locking-segment f locking-bolt f connecting-rod f, and releasing-lever f may be provided for the hand-lever). The precise construction of the ahead and backing clutches is not material to my present invention, inasmuch as there are many different devices which may be employed for the purpose.

It will be evident that if a speed-changing device, whether of the character of that just described or of any other suitable character, be employed the speed of the vehicle can be controlled within the limit fixed by the speed of the motor or driving-shaft; but under the varying conditions of use of the vehicle it may be desirable that the operator shall be able to vary the speed within wider limits than would be possible with the speed-changing device alone. Consequently I prefer to provide means whereby the operator can control the. speed of the motor or driving-shaft itself to a certain extent. For this purpose I provide a governor or speed-controlling device to regulate the speed of the motor or driving-shaft. As represented in Fig. 2, the governor or speedcontrolling device his of the character of that described in my said application for Letters Patent of the United States, Serial No.581, t18, being adapted to control the speed of the motor by regulating the'delivery of the oil which forms the basis'of'the explosive mixture and is operated by a bell-crank lever h, mounted on a suitable standard'on the motor-platform, a rod 712, and a cam 71 on the shaft f. The camsfiffl and 7t are so arranged on the shaft f f relatively to each other as that a movement of the hand-lever f to its extreme forward position shall not only tighten the frictionstrap on the ahead-clutch c, leaving the strap on the backing-clutch e loose, but shall affect the governor h, so that the motor shall be driven at its highest speed. As the handle is drawn back the speed of the motor is reduced,

and thereafter the friction-strap on the clutch e is loosened until the vehicle is brought to a standstill, although the motor may continue to operate. As the movement of the handle is'continued still farther to the rear the friction-strap 'on the clutch e is gradually tightened and the vehicle is propelled backward at slow speed. It is possible to tighten the governor only after one or the other of the clutches e or e has been tightened up, and

'such'clutch remains tight, although the action of the governor is varied. The great advantage resulting from this arrangement of speedcontrolling devices will be readily apparent when due regard is paid to the fact that there is a certain minimum speed below which the speed of a motor, particularly of a motor of the type of that referred to herein, cannot be efficiently regulated. Below such minimum speed of the motor the speed of the vehicle can be regulated as desired by permitting more or less slip of one clutch or the other, while if the clutch is tightened to the full extent the speed of the vehicle can still be increased by tightening the governor of the motor.

I have represented the motor in Fig. 2 as provided with an electric igniting apparatus, comprising a battery j, coil j, a cut-out 7' and a switch 3' for directing the current first to one and then to the other of the igniters and arranged to be operated by the shaft e but it will be understood that the igniting apparatus forms no part of my present invention.

In Fig. 1 I have indicated a tank has moun ed on the carriage-body and connected with the motor by a pipe to supply the oil therethrough, and I have also indicated a reservoir 70 connected by a pipe k with the Water-jacket of the motor, while a return connection is made from the Water-jacket k by a pipe 70 with a condenser k which is also supported by the carriage-body, being superimposed upon the reservoir k and connected therewith, as indicated at W. The several pipes referred to may be provided with flexible joints or connections to compensate for the relative movements of the motor-platform and the carriage-body; but it is not necessary to describe them herein.

The mode of operation of each feature of my improvement has been sufficiently set ICC forth in connection with the detailed descri ption of the construction, and no further description thereof nor of the mode of use of the vehicle as a whole needs to be included herein.

It will be obvious that many changes can be made in the construction and arrangement of the diderent parts of the improved vehicle without departing from the spirit of my invention, and I do not intend, therefore, to limit myinvention to the precise construction and arrangement of parts which I have herein shown and described, nor, indeed, to the employment of the several features of improvement in one and the same general structure.

I claim and desire to secure by Letters Patent V 1. In a motor-vehicle, the combination with a running-gear frame comprising side bars and front and rear cross-bars, of springs secured to said side bars, a carriage-body supported upon said springs, a motor, transmitting-gearing, a motor-platform independent of said carriage-body, and springs independent ofsaid first-named springs, secured to said side bars and supporting said motor-platform.

2; In a vehicle, the combination with the running-gear frame having a from t cross-bar, of a front axle supported by the running-gear frame to swing about a horizontal axis, a yoke and a hub secured the one to said cross-bar and the other to said axle, the hub having bearings in said yoke and braces secured to one of said parts having vertical bearingfaces for contact with the other of said parts to support the front axle, with freedom to swing in a vertical plane.

3. In a vehicle, the combination with the running-gear frame having a front cross-bar, and a front axle, of a yoke to which said front axle is secured, and a hub having front and rearbearings in the arms ofsaidyoke,the front cross-bar being secured in said hub, whereby it may swing in a vertical plane.

4. In a vehicle, the combination with the running-gear frame having a front cross-bar, and a front axle, of a yoke to which said front axle is secured, a hub having front and rear bearings in the arms of said yoke, the front cross-bar being secured to said hub to swing in a vertical plane, and braces secured to said front cross-bar and having bearing-faces to support said front axle.

5. In a vehicle, the combination with the runninggear frame, the front axle, and wheels mounted to oscillate with respect to said axle, of a frame secured to said axle and supported by said running-gear frame, a short shaft supported by the frame secured to the l axle, an arm secured to said shaft, a link extended from said arm to the bearing of the corresponding wheel, and mechanism to oscillate said shaft.

6. In a vehicle, the combination with the running-gear frame, the front axle, and wheels mounted to oscillate with respect to said axle, of a frame secured to said axle, a hub secured to said running-gear frame and having front and. rear bearings in said frame secured to the axle, a vertical shaft having bearings in said last-named frame, an arm secured to said shaft, a link extended from said arm to the bearing of the corresponding wheel and means to oscillate said shaft.

7. In avehicle, the combination with a carriage-body free to oscillate, a front axle, independent steering-wheels mounted thereon, a steering-frame connected with the wheelsupports, a steering-shaft mounted in bearings on the body, a gear on said shaft, a second gear on a horizontal axis in mesh with the first gear, an arm carried with the second gear, and connections from said arm to the steering-frame to transmit motion and permitting relative motion of said frame and body.

8. In a vehicle, the combination with the running-gear frame, a steering arm or lever carried with said running-gear frame, and a carriage-body free to oscillate with respect to said running-gear frame, of a shaft connected with said stecring'arm and means supported on the carriage-body to oscillate said shaft.

9. In a vehicle, the combination with the running-gear frame, a steering arm or lever carried with said running-gear frame, and a carriage-body free to oscillate with respect to said running-gear frame, of a shaft carried by said carriage-body, a ball-and-socket bearing for the rear end of said shaft, a verticallyslotted bearing for the forward end of said shaft, an arm depending from said shaft to engage said steering-arm and means to oscillate said shaft.

10. In a vehicle, the combination with the running-gear frame, a steering arm or lever carried with said running-gear frame, and a carriage-body mounted on said runningear frame, of a horizontal shaft supported in bearings on said carriage-body and having a depending arm connected with said steeringarm, a gear on said shaft and a vertical shaft having a gear to engage said first-named gear and having also a handle.

11. In a vehicle, the combination with a, running-gear frame having a rear member and supports for the rear axle, afront axle, a horizontal axis for said axle supported by the running-gear frame, a body independent of the running-gear frame, and supported by springs thereon, the wheels, supports upon which said wheels are free to rotate, and a.

pivotal connection between each of said supports and the front axle, the axis of said pivotal connection being in rear of the axis of the wheel and lying in the plane of the wheel.

12. In a vehicle, the combination with the running-gear frame and wheels, of supports upon which said wheels are free to rotate, anda pivotal connection between each of said supports and the running-gear frame, the

axis of said pivotal connection being inclined upwardly and rearwardly and lying in the plane of the wheel.

13. In a vehicle, the combination with the running-gear frame'and wheels,'of supports upon which said wheels are free to rotate, and a pivotal connection between each of said supports and the running-gear frame, the axis of said pivotal connection being in rear of the axis of the wheel and inclined upwardly and rearwardly and lying in the plane of the wheel.

14. In a vehicle, the combination with the running-gear frame and wheels, of supports upon which said wheels are free to rotate, and a pivotal connection between each of said supports and the running-gear frame, the axis of said pivotal connection lying in the plane of the wheel and being inclined upwardly and rearwardly.

15. In a vehicle, the combination with the running-gear frame having a rear member and supports for the rear axis, a front axle, a horizontal axis for said axle supported by the running-gear frame, a body independent of the running-gear frame and supported by springs thereon, and wheels, of supports upon which said wheels are free to rotate, and a pivotal connection between each of said supports and the front axle, the axis of said pivotal connection lying in the plane of the wheel and being in the rear of the axis of the 7 wheel.

16. In a vehicle, the combination with the running-gear frame, of a hub mounted to oscillate with respect to said frame and formed with ball-bearings at its ends, the axis of oscillation being within the hub, a wheel mounted to rotate upon said hub with corresponding ball-bearings at its ends, and balls interposed between said bearings.

17. In a vehicle, the combination with the running-gear frame and a head carried by said framegof a stud havinga bearing in said head, a hub carried bysaid stud to oscillate thereon and formed with ball-bearings at its ends, a wheel mounted to rotate upon said hub with corresponding ball-bearings, and balls interposed between said bearings.

18. In a vehicle, the combination with the front axle and a head carried by said axle, of a stud having a bearing in said head, a hub carried by said stud to oscillate thereon and formed with ball-bearings at its ends, a wheel mounted to rotate upon said hub with corresponding ball-bearings, balls interposed between said bearings, and a link connected to said hub to oscillate the same.

19. In a vehicle, the combination with the front axle and a head carried by said axle, of a stud having a bearing in said head, a hub carried by said head to oscillate thereon, a Wheel mounted to rotate upon said hub, a sleeve mounted to slide on said axis, and a link connecting said hub to said sleeve.

20. In a vehicle, the combination with an axle, of a tubular hub mounted to oscillate upon the end of said axle, a Wheel-hub mounted upon said tubular hub,interposed antifriction-bearings, and a removable retainingring secured to one of said hubs.

21. In a vehicle, the combination with an axle, of a tubular hub mounted to oscillate upon the end of said axle, a wheel-hub mounted upon said tubular hub, and a retainingring secured to one of said hubs, said tubular hub having a projection at one side for connection of means for oscillating the same.

22. In a vehicle, the combination with an axle, of a tubular hub mounted to oscillate upon the end of said axle, a studto secure the hub to the axle,vand awheel-hub mounted upon said tubular hub and having holes to permit the manipulation of said stud.

This specification signed and witnessed this 1st day of June, A. D. 1896.

I'IIRAM PERCY MAXIM.

In presence of FELTON PARKER, JOHN DARBY. 

